Control apparatus for internalcombustion engines



April 4, 1950 y L. LEEJI 2,502,574

CONTROL APPARATUS FOR INTERNAL-COMBUSTION ENGINES Original Filed March 26. 1945 3 Sheets-Sheet 2 Lely/falaz@ I BVM April 4, 1950 L. LEEJI 2,502,574

CONTROL APPARATUS FOR INTERNAL-COMBUSTION ENGINES Original Filed March 26. 1945 3 Sheets-Sheet 3 Fllf 3 Patented Apr. 4, i 1950 UNITED Aras rar CONTROL APPARATUS FOR INTERNAL- COMBUSTHON ENGKNES Original application March 26, 1945, Serial No. 584,867, now Patent No. 2,478,288, dated August 1949, Serial No. 95,805

(Cl. l23-25) 4 Claims. E

This application is a division of my copending application for Control apparatus for internal combustion engines, Serial No. 584,867, filed March 26, 1945, now Patent Number 2,478,288, issued August 9, 1949.

The present invention relates to controlapparatus for internal combustion engines, and particularly to apparatus for controlling the supply of fuel and supplementary combustion regulating .Y

fluid to such an engine.

Such supply systems for internal combustion engines may, generally speaking, be classified either as carburetor type systems, in which the fuel and supplementary fluid is mixed with the air in the air induction system of the engine, after which the mixture is distributed through the intake manifold to the cylinders; or as distributor type systems, where the fuel and supplementary fluid supply for the engine is broken up by one or more distributor mechanisms into small charges for the individual cylinders, and each of these charges -is conveyed to a cylinder by a. suitable conduit. In distributor type systems, each fuel and supplementary fluid charge may be fed directly into a cylinder; or it may be fed vto a separate spray nozzle for each cylinder, located in the intake manifold adjacent the intake valves of the cylinder; or the main fuel supply may be fed into a common air intake manifold connected to all the cylinders, while the supplementary fluid supply is broken up by a distributor mechanism into small charges for the individual cylinders and each charge conveyed to a cylinder by a suitable conduit. The present invention relates particularly to the last mentioned type of distributor fuel and supplementary fluid supply system.

An object of the present invention is to provide a fuel and supplementary fluid supply system for an internal combustion engine, including improved means for distributing and controlling the flow of supplementary uid to the engine.

Another object of the present invention is to provide. in connection with the fuel supply system of an internal combustion engine, improved meansfor supplying to the engine a supplementary uld, and for measuring and controlling the supply of that fluid in accordance with the rate of now of fuel to the engine.

Another object is to provide improved fuel and supplementary uid flowu regulating apparatus.

Another object is to provide improved mechanism for distributing small quantities of sup- Divided and this application May 27,

2 plementary iluid successively to the cylinders of an internal combustion engine.

A further object is to provide improved valve mechanism for use in a system of the type described.

Other objects and advantages of the present invention will become apparent from a consideration of the appending-specification, claims and drawings, in which:

Figure 1 illustrates, somewhat diagrammatically, a fuel supply system for an internal combustion engine embodying the principles of my invention;

Figure 2 illustrates a combined rotary pump and fluid distributor valve mechanism which is shown diagrammatically in Fig-ure 1; and

Figure 3 is a, cross-sectional view taken on the line 3-3 of Figure 2.

There is shown in Figure 1 a carburetor for an internal combustion engine equipped with a supplementary combustion regulating fluid distributor mechanism for supplying such fluid directly to the cylinders of the engine. The distributor itself is shown in detail in Figures 2 and 3.

In Figure 1, combustion air owing to the engine passes through a venturi |00 and a passage |02 having a throttle |06 and a fuel discharge nozzle |06.

The air differential pressure created by theventuri |00 creates a ilow of air through a secondary air passage which may be traced from impact tubes |08 through a conduit I I0, a chamber ||2 in a, fuel meter indicated at H4, a restriction I I6, another chamber H8, a conduit |20, past a valve |22, into a chamber |24 and thence through a conduit |26 to the throat of venturi |00. The valve |22 is positioned by a bellows |28 mounted in the chamber |24. The function of the bellows |28 and the valve |22 is to reduce the total pressure differential produced by the venturi |00 by an amount sufcient to correct for changes in the temperature and density of air, so that the pressure drop appearing across restriction ||6 is a measure of the mass of air flowing through the venturi |00 per unit time. The pressure drop across restriction H8 is applied to a diaphragm |30 which separates the chambers ||2 and H8. The diaphragm |30 is attached at its center'to the stem |32 of a pilot valve |35.

Fuel flowing tothe engine comes from a suitable pump or other source of fuel under pressure and flows through a conduit |38, a flow controlling valve |38, a conduit |40, a mixture control I42, a jet system |44, an idle valve |46, a

3 pressure regulating valve |48, and a conduit |50 to the fuel discharge nozzle |06.

The fuel flow regulator |38 includes a diaphragm |52, separating a pair of expansible chambers |54 and |56. These chambers are connected by a restriction |58. The diaphragm |52 is attached at its center to a valve |60, which controls the flow of fuel from conduit |36 into conduit |40. The chamber |56 is connected to conduit |40. The chamber |54 is connected through conduits |62 and |64 to a chamber |66 in the fuel meter ||4. The chamber |66 is separated from chamber ||8 by a flexible diaphragm |68. The fuel meter ||4 also includes a chamber |10 separated from chamber ||2 by a diaphragm |12. A spring |14 biases the valve |34 toward closed position. The chamber |10 is connected through a conduit |16 to the conduit |49 on the downstream side -of the jet system |44.

The mixture control |42 includes a disc valve |10, movable between the position shown in full lines in the drawing, hereinafter termed its lean position, and a position shown in dotted' lines in the drawing, hereinafter termed its rich 'position. When the mixture control valve |18 is in its lean position, fuel can iiow from the mixture control |42 to the jet system |44 only through a conduit |80. When the mixture control valve |18 is in its rich position, fuel can flow to the jet system either through conduit |80 or,

through a conduit |82.

Fuel entering the jet system |44 through conduit |80 passes either through a fixed restriction |64 or througha restriction |86 controlled by an. enrichment valve |88,;biased to closed position by a spring |98. Fuel flowing to the jet system |44 through conduit |82 passes through a fixed restriction |92. Fuel flowing through the restrictions |86 and |92 also flows through a restriction |94.

The idle valve |46 is normally open, but moves toward its closed position as the throttle moves into a range of positions adjacent its closed position, so as to regulate the fuel flow. At such times, the air pressure dierentral set upv by the venturi is an unreliable indication of the air ow. Therefore, it is considered better to increase. the

opening of valve |60 disproportionately to the air pressure differential set up by the venturi, and to regulate the fuel flow by means of the idle valve |46,which is connected to the throttle by means of a link |98. The disproportionate increase in the opening of valve |60 is secured by the use of the springs and |14, which bias their associated valves in a fuel flow increasing.

direction. i

The pressure regulator |48 includes 'a diaphragm 200 separating a pair of expansible chambers 202 and 204. The diaphragm 200 is attached at its center to a valve 206. A spring 208 biases the valve 206 toward closed position. The chamber 204 receives fuel from conduit |49. The chamber 202 is connected through a conduit 2|0 to the conduit H0.

The conduit |62 is connected by a conduit 2|2 to a supplementary combustion regulating fluid distributing and regulating mechanism illustrated in detail in Figures 2 and 3. The distributor 2 |4 receives fluid to be distributed to the cylinders of the engine from a tank 2|6 through a pump 2|1 and a conduit 2|8. A pressure relief valve 2|9 is provided `to maintain a substantially constant discharge pressure at the pump 2|1. The distributor 2|4 distributes the fluid to lines 220 leading to the respective engine cylinders, in

is built in a housing 22| attached by means ofbolts 222 to a housing 224 containing the pump 2 I1, of generally conventional design. The pump 2|1 includes a rotor 228 driven by a shaft 23|, which is splined at its end so that it may be readily driven through a suitable connection from the engine.

The pump receives fuel through an inlet connection 22| and discharges it through an outlet 228 (Figure 3). The pump discharge pressure is regulated by a relief valve generally indicated at 2|9. Fluid at the pump discharge pressure flows into' a relief passage 225, where it acts upwardly on the under side of a valve 221. The upper surface of valve 221 is attached to a guide 228. The guide 229 and valve 221 are biased in a valve closing direction by a spring 23|. The upper end of spring 23| acts against a retainer nut 233, which is held against rotation by diametrically opposite projections 235, which slide in grooves in the valve cover 24| (Figure 3). The nut 233 is yertically adjustable to Vary the spring tension by vmeans of a screw 231 on which the nut 233 is threaded. The screw 231 is provided with a flange 239 which may be clamped between the valve cover 24| and a locking cap 243 to hold the nut 233 in any adjusted position. The valve 221 and guide 229 are balanced against pump inlet pressure.

A by-pass valve 245 is provided in the form of a thin disk biased upwardly against the under side of valve 221 by means of a spring 241. The disk valve 245 closes apertures in the valve 221. If for any reason the pump inlet pressure becomes greater than the discharge pressure, the valve 245 opens, allowing fluid to by-pass the pump. This arrangement is useful when two pumps are connected in series in a fluid line. If one pump fails to operate for some reason, the by-pass valve on that pump opens to allow the other pump to move fuel past it.

If the pump discharge pressure tends to increase above the value established by the force of spring 23|, the relief valve opens, allowing part of the fuel discharged to return to the pump inlet. The valve continues to open wider until the pump discharge pressure is reduced to a value which just balances the force of spring 23|. Therefore, the pump discharge pressure is held at a substantially constant value.

The opposite end of rotor 228 is drivingly connected t'o a shaft 232, which turns in a bearing 234 in the housing 22 A collar` 236 is threaded on the right end of shaft 232. Another collar 238 surrounds the shaft 232 between collar 236 and bearing 234. A flexible diaphragm 240 is clamped between the collars 236 and 238. The outer edge of diaphragm 240 is clamped between a pair of rings 242 and 244, which are press fitted together in nesting relationship. The left end of the ring 244 has a sliding Contact with a stationary seal ring 246. The diaphragm 240, and the running seal together prevent leakage of fluid along the outside of shaft 232. A spring 248 is retained between the collar 236 and the ring 244 to maintain the running seal surfaces in engagement.

A piston rod 250 is provided with a squared end 252 slidable in a square recess at the axis of shaft 232. 'I'he other end of rod 250 is attached to a piston 253. The rod 2511-252 and the piston 253 continuously rotate with the shaft 232. The piston 253 is provided with a skirt 254 which is slotted, as at 256, to provide duid communication between the chamber 216 at the right end of piston 253 and a plurality of ports 260 which extend through to the wall of the cylinder 258 in which the piston 253 rotates. l

A spring 262 retained between the collar 236 and the piston 253 biases the latter lfor movement to the right, in a direction such that the end of the slot 256 tends to close the ports 268. Fluid entering the distributor 2id for distribution thereby passes from conduit 2|8 into a cylinder 264. A piston 266 is movable within the cylinder 261i. A fixed metering restriction 268 provides iuid communication between the opposite sides of the piston. The lower edge of the piston 266 serves as a valve to control the area of a number of ports 216. The ports 216 pass through the walls of the cylinder 266 and lead to a recess 212 which communicates with the chamber 216 on the right hand side of piston 253.

Another piston 216 is located in the cylinder 266. The piston 216 is biased upwardly by a spring 218.Y Another spring 280 is retained between the upper surface of the piston 216 and the lower surface of the piston 266. 'Ihe space under the piston 216 is subject to the pressure in the conduit 2i2, to which it is connected.

It maybe seen that uid entering the distributor 2M ows through conduit 2|8, cylinder 266, restriction 268, ports 218, recess 212, chamber 21B, and out through. the ports 260 to the respective cylinders of the engine. The quantity of uid discharged through the ports 260 de' pends upon the pressure available in the chamber 214 to act on the piston 252 and compress the spring 262. Thatpressure is controlled by the piston 266 which acts as a valve to control the area of the ports 210. The piston 266 is positioned by the pressure drop across restriction 268, which pressure drop is opposed by spring 280. The pressure drop across restriction 268 is a measure of the rate of iiow of fluid through that restriction. For any given setting suitable fluid capable of regulating combustion in the engine cylinders so as to prevent knocking `or overheating of the engine.

Operation The pressure in chamber |54 of the fuel flow regulator |38 is a measure of the unmetered fuel pressure in chamber |56, since the diiierence between these two pressures is the force of spring |65 which may be considered as being constant without appreciable error.

The pressure drop across the fuel metering jet system |64 may be taken as a measure of iiow of fuel to the engine, as long as the area of the metering restriction open to the flow of fuel remains constant. Since the metered fuel pressure on the downstream side of the jet system is maintained substantially constant by the regulator M8, the unmetered fuel pressure on the upstream side of the jet system may itself be used as a measure of the fuel iiow. -Furthermore, as set forth above, the pressure in chamber 5d is a measure of the pressure in chamber |56,

' which is substantially the same as the unmetered of the spring 280 the piston 266 will assume a Y position where the fluid flow through restriction 268 and ports 210 is just enough so that the pressure drop across restriction 268 balances the force of spring 288. The force of spring 280 and hence the rate of flow of fluid through the distributor 2|! is determined by the pressure in conduit 2|2, which acts on the piston 216 to set the position of the lower end of .spring 280. The amount of supplementary iiuid 'discharged' to the engine by the distributing mechanism 2|4 is therefore proportional to the pressure in conduit 2|2.

A restriction 282 is shown in each of the ports 268. These restrictions are removable, and may be utilized to increase the amount of supplementary fluid ilow to one or more of the cylinders relative to the amount'supplied to the other cylinders. It has been found that in a modern aircraft engine having a large number of cylinders, certain cylinders tend to run hot, either because of uneven cooling or because of the uneven fuel distribution to the cylinders. When this condition occurs the mechanism shown may be utilized to supply an additional amount of supplementary fluid to the cylinders which are running hot. The supplementary iiuid may be water or a water and alcohol mixture, or other fuel pressure'on upstream side of the jet system. Therefore, the pressure of chamber |56 may be used as a measure of the rate of fuel ilow to the engine. The pressure of chamber |54 is transmitted through conduits |62 and |64 to chamber |66 inthe fuel meter Hit.

The valve |34 in the fuel meter H4 is positioned in accordance with the difference between the air pressure differential acting downwardly on diaphragm |30, which is a, measure of the rate of flow of air to the engine, and thefuel pressure dierential between chambers |66 and |10, which acts upwardly on the'valve |36, and is a measure of rate of fuelow to the engine. The position of valve |34 determines the pressure in chamber |66 and hence the pressure in chamber |56 and thereby the rate of fuel i'low. It may therefore be seen that the fuel meter H6 acts to maintain a constant ratio between the fuel flow and the air iiow. This ratio may, of course, be varied by operation of the mixture control valve |18, or by opening of enrichment valve |88, which occurs at high fuel pressure diierentials. Furthermore, since the fuel pressure in conduit 2|2 and conduit |62 is communicated through conduit 2|2 to the fluid distributor ZIB, it Amay be seen that the amount of fluid distributed directly to the cylinders is maintained proportional to the rate of flow of air to the engine, and hence, for a given open area of the fuel metering restriction, proportional to the rate of flow of fuel to the engine.

While I have shown and described certain preferred embodiments of my invention, other modifications thereof will readily occur to those skilled in the art, and I therefore intend my invention to be limited only by the appended claims.

I claim as my invention:

1. A charge forming apparatus for an internal combustion engine, comprising an air supply passage, a fuel system for supplying fuel to said passage in a substantially constant ratio to said air supply, and means for distributing individual charges of a supplementary combustion regulating iiuid to the individual cylinders of said engine in predetermined proportion to the rate of fuel supply.

2. A charge forming apparatus for an internal combustion engine, comprising an air induction system, a fuel supply system, meansfor controlling the rate of ow of fuel to said engine to maintain a substantially constant fuel-to-air ratio, means for distributing individual charges of a supplementary combustion regulating iiuid to the individual cylinders of said engine, and means responsive to the rate of flow of fuel to said engine for controlling the rate of discharge of said supplementary fluid;

3. A charge forming apparatus for an internal combustion engine, comprising an air induction system, means for discharging'fuel into the air flowing through said induction system, means for controlling the amount'of fuel so discharged to maintain a substantially constant fuel-to-air ratio, means for distributing-a supplementary combustion regulating uid to the several cylinders of said engine, and means responsive to the rate of discharge of fuel into said air induction system for controlling the rate of discharge of said supplementary fluid.

4. A charge forming apparatus for an internal combustion engine, comprisingr a fuel conduit, a iixed metering restriction insaid conduit, means for maintaining a substantially constant pressure in said conduit on one side of.said restriction, means for varying the pressurein said conduit on the other' side of said restriction to vary the pressure diierential thereacross and hence the 8 v fuel ilow therethrough, means for discharging a supplementary combustion regulating fluid to the several cylinders of said engine, a conduit for said supplementary uid, a cylinder forming a portion of said conduit, a piston in said cylinder, a passage including a second xed metering V restriction connecting the opposite sides of said piston, a port extending through a wall of said cylinder and cooperating with said piston so that the area of said port is varied by translation of said piston, said piston being movable in response to a change in the pressure differential across said restriction in a sense to vary said port area so as to restore said pressure diiere'ntial to its previous value and hence to maintain the flow through said second restriction. substantially constant, spring means acting on said piston in opposition to said pressure diierential, and means responsive to the pressure in the fuel conduit on said other side of the metering restriction therein for varying the force of said spring means to vary the pressure differential and iiow maintained by the action of said piston and thereby to maintain a constant ratio between said fuel iiow and the iiow of said supplementary iiuid.

LEIGHTON LEE, II.

No references cited. 

